Steam-brake for locomotives and tenders



(No Model.)

D. CLARK 81: J. LEE.

STEAM BRAKE FOR LOCOMOTIVES AND TENDERS. No. 261,675. Patented July 25,1882.

q INVENTOR WITNESSES: j L C/%M. f, L i 6%7M W Y M ATTORNEYS.

UNITED STATES PATENT OFFICE.

DAVID CLARK AND JOHN LEE, OF HAZLETON, PENNSYLVANIA.

STEAM-BRAKE FOR LOCOMOTIVES AND TENDERS.

SPECIFICATION forming part of Letters Patent No. 261,675, dated July 25,1882.

Application filed May 15, 1882. (No model.)

To all whom it may concern:

Be it known that we, DAviD CLARK and JOHN LEE, both of Hazleton, in thecounty of Luzerne and State of Pennsylvania, have invented a new anduseful Improvementin Steam- Brakes for Locomotives and Tenders, of whichthe following is a full, clear, and exact descrip tion.

Reference is to be had to the accompanying drawings, forming part ofthis specification, in which similar letters of reference indicatecorresponding parts in all the figures.

Figure l is a side elevation of a part of a locomotive and tender towhich our improvement has been applied. Fig. 2 is an under side view ofthe same, parts being broken away.

The object of this invention is to provide a steam-actuated brakemechanism for locomotives and tenders so constructed that both brakescan be applied from a single steam-cylinder, and the tension of thebrakes will not be changed while passing around curves.

The invention consists in the combination, with a lever, rod, andcrank-arm connected with the brake-shaft of the locomotive and a leverand rod connected with the brake-lever of the tender, of aconnecting-bar about equal in length to the coupling-bar; and, also, inthe comhination, with the valve of the steam-cylinder that operates thebrakes, ot' the two footstaudards and their connectinglever, whereby theengineer can control the brakes with his foot, as will be hereinafterfully described.

A represents a locomotive, and B a tender, which are constructed in theordinary manner.

To the rear part of the engine-frame of the locomotive A is secured asmall steam-cylinder, 0, the piston-rod D of which is hinged toa'downwardly-projecting arm, E, attached .to a shaft, F. The shaft Frocks in bearings attached to the engine-frame, and to it is at tached ahorizontally-projecting arm, G, to the end of which is pivoted the upperend of the connecting-rod H.

To the lower end of the connecting-rod H are pivoted the inner ends ofthe toggle-bars I, to the outer ends of which are pivoted thebrake-shoes J. The brake-shoes J are supported from the engine-frame inthe ordinary manner.

To the rockshaft F is attached an arm, K,

which projects downward parallel with the arm E, and to its lower end ispivoted the forward end of a long connecting-rod, L. The rear end of theconnecting-rod L is pivoted to the outer end of the short lever M, whichis pivoted to the locomotive-frame in such a position that its inner endwill be directly beneath the coupling-pin of the said locomotive.

To the inner end of the lever M is pivoted the forward end of aconnecting-lever, N, which is made of such a length that its rear endwill be directly beneath the coupling-pin of the tender. The rear end ofthe connecting-bar N is pivoted to the inner end of a lever, 0, which ispivoted to the frame of the tender, and to its outer end is pivoted theforward end of the connecting-rod P. The rear end of the connecting-rodP is pivoted to the ordinary lever, Q, of the tender-brake. Theconnecting-rod P is made in two parts, connected at their adjacent endsby a long swiveled nut, R, or a long right-and-left nut. so that thewear can be readily taken up. With this construction the brakes of bothlocomotive and tender will be applied by the same steam-cylinder, and insuch a manner that the tension of the brakes will not be affected whilepassing around curves.

The valve-stem Y, or a standard attached to the said valve-stem, extendsupward through the floor of the locomotive-cab, and has a footpieceattached to its upper end.

With the valve-stern or standard Y is connected the end of a shortlever, Z, which is pivoted to the frame of the locomotive A, and to itsouter end is pivoted the end of a standard, a. The standard a passes upthrough the floor of the cab at a little distance from the standard Y,so that the engineer, by pressing the standard Y down with his foot, canadmit steam to the cylinder O, to apply the brakes and hold themapplied, and by pressing the standard a down with his foot he can admitsteam to the other end of the cylinder to withdraw the brakes. With thisconstruction the engineer can readily apply and withdraw the brakes withhis foot while both hands are employed in controlling the engine.

Having thus fully described our invention, what we claim as new, anddesire to secure by Letters Patent, is-

ICO

1. In steam-brakes for locomotives and tenders, the combination, withthe lever M, connecting-rod L, and arm K, connected with the brake-shaftof the locomotive, and the lever O 5andoonnecting-rodP,connectedwiththebrakelever of the tender, of aconnecting-bar, N, about equal in length to the coupling-bar b,substantially as herein shown and described, whereby the tension of thebrake will not be 10 affected by passingaround curves, as set forth.

' 2. In steam-brakes for locomotives and tenders, the combination, withthe valve of the steam-cylinder th at operates the brakes, of thefoot-standards Y a and connecting-lever Z, substantially as herein shownand described, I 5 whereby the engineer can control the brakes with hisfoot, as set forth.

DAVID CLARK.

JOHN LEE.

Witnesses: Y

J OHN A. BARTON,

U. BACHMAN.

